Ship construction.



J. R. OLDHAM.

SHIP CONSTRUCTION.

APPLICATION FILED JULY 19, 1911.

Patented Apr. 16, 1912.

2 SHBETS SHEET 1.

k IN VENTOR J. R. OLDHAM.

SHIP GONSTRUGTION.

' APPLICATION FILED JULY 19, 1911. 1,023,477. Patented Apr. 16, 1912.

2 SHEETSSHEET 2.

JOSEPH R. OLDHAM, F CLEVELAND, OHIO.

SHIP CONSTRUCTION.

To all whom it may concern Be it known that I, JOSEPH It. OLDI-IAM, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Ship Constructions, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to the construction of steel ships or vessels, especially those of great breadth of beam and having great initial statical stability.

There are two locations, or corners, within the holds of modern cargo vessels in which it is impracticable to stow a bulk cargo with economy. These corners, or spaces, are at the junction of the top sides and decks, called the upper wings, and for several feet in depth below the deck, between pairs of hatchways. As the breadth of beam is augmented it becomes more difficult to construct an efficient bulk-cargo vessel, with unobstructed holds, suitable for operating modern cargo handling mechanisms economically. Moreover, as the statical stability of a ship may be said to increase in a ratio corresponding to the cube of the breadth, it seems desirable to make provision for reducing the amplitude of roll in a seaway, as the tendency of increased breadth of beam is invariably toward severe rolling.

The primary object of my invention is the construction of efficient anti-rolling tanks, or water-balance chambers, along the upper Wings, and their conduits and trans verse supports, without largely encroaching upon available cargo or passenger space, and at the same time, adding largely to the transverse strength, especially at the decks and topsides of the hull. Along the upper wings throughout the holds I construct water chambers, certain of these with their transverse conduit-s, 0r hollow flange, form balance-chambers, or anti-rolling tanks. In

' vessels of great breadth of beam the depth of these chambers or tanks below the decks will be about one eighth of the breadth of beam. In small vessels a greater ratio for this depth is desirable. The mean breadth of these compartments should equal about one half of their depth.

This device is based upon the effect of the transference of weight and the motion of water in a direction opposite to that in Specification of Letters Patent.

Application filed July 19, 1911.

Patented Apr. 16, 1912.

Serial No. 639,366.

which the vessel is rolling, and the adjustment of the phase of the oscillation from side to side with that of the vessel due to the force of the external waves. Or it may be said that in effect the rolling of the vessel is quenched, or damped, through the creation of internal waves, caused by the initial rolling of the vessel, neutralizing the effect of the external waves on the hull.

Instead of occupying valuable cargo space below, or passenger room above the decks for my connecting channels or conduits, joining the opposite balance-chambers, these are incorporated with the transverse girders beneath the deck, and form the bottom flange, and are sufficiently large at least to permit of a man entering them for the purpose of cleaning or painting. As these transverse girders are also designed to hold and convey water across the holds between opposite balance-chambers as well as to strengthen the decks and sides, they may be called girder-conduits. Though this bottom flange of the girders is larger than the familiar bottom flange of such girders, the space thus occupied, being be tween the hatchways and not far from the deck, is of but little value as cargo space, while the increased size of the girder-conduits largely augments the transverse strength and rigidity of the hull. As this bottom flange is necessarily of increased strength, I also, in effect, increase the strength of the top flange of these girders at the deck, by constructing strong double hatch-coamings of triangular section, having their base secured watertight to the deck, and to a deep longitudinal girder beneath the deck. These coamings are secured at their apex by a strong perforated channel, or concave bar, to pass any sweat or leakage which could percolate from the large metal hatches, through holes, or pipes, in the decks within the base of the hollow coamings, into the wing ballast chambers or into the antirolling tanks.

This invention may be said to consist in the construction and combination of elements and features hereinafter described and definitely indicated in the claims.

In the drawings Figure 1 is a transverse section of a vessel heeled over to an angle of about nine degrees, showing the water balance-chambers on one side of the hull nearly full of water, and the chambers on the opposite side almost empty. Fig. 2,

is a longitudinal section showing one arrangement of water balance chambers, or anti-rolling tanks, with water ballast chambers between. Fig. 3, is a fragmentary transverse section between pairs of hatchways, showing a cambered conduit formed by the hollow bottom flange of the transverse girder connecting the water-balance chambers on opposite sides of the holds. Fig. 4 is a fragmentary longitudinal section between pairs of hatchways, showing double hatch coamings, deck plates and longitudinal frames or girders, forming the top flange of the transverse girder with another form of hollow lower flange, or conduit. Fig. 5 is a fragmentary transverse section showing a straight girder-conduit between the balance chambers on opposite sides of the hull. Fig. 6 shows another form of tubular flange of girder. Fig. 7 is a plan view showing balance-chambers, or anti-rolling tanks and transverse conduit, separated by Water ballast chambers. Fig. 8 is a fragmentary longitudinal section showing the flanges of transverse girder with longitudinal bracket connections to the decks, double hatch coamings, and horizontal bracket connections of the conduit to the wing chambers. Fig. 9 is "a fragmentary transverse section showing a water balance chamber with inner walls extending straight down from the deck, and a double plate girderconduit, also tubular hatch coamings and water pipes. Fig. 10 is a fragmentary longitudinal section showing double girderconduits supporting and connecting two single balance-chambers in opposite wings. Fig-11 is a fragmentary longitudinal section showing a girder-conduit of triangular section. Fig. 19. shows a perforated channel in apex of coamings.

Referring to the parts by letters, A represents the tubular, or hollow flange forming the conduit of the transverse girder-conduits B, between the hatchways C, and which support the decks D, the sides E, and inner walls 6, having apertures therein at the ends of the girder-conduits. These girders are strongly secured to the decks transversely by web plates F, and longitudinally by strong bracket or knee plates G, with connecting bars, which extend forward and aft to form a connection with the double hatchcoamings H, on the deck (D) above. These decks, as well as the shell plating K, are supported by longitudinal frames or girders L, also by full and partial bulkheads marked M, and m respectively, as .well as by transverse web frames N, fitted at appropriate intervals throughout the holds 0. The hatch-covers are marked P, sluice valves Q, throttle valves R, perforations within the tubular hatch coamings S and S respectively.

It has been proved experimentally that the extinctive effect of free water moving from side to side of the ship varies with the depth of water within the chamber. The most effective depth was shown to be that which would permit of the transfer of the water from side to side as the ship rolled to synchronize with the rolling motion of the vessel; the water always acting against the moment of the righting couple during each return roll. The water thus continuously moving so as to retard the roll. When the vessel is loaded her angular motion will generally be most eflectively retarded by having my anti-rolling tanks about half full of water, the mean normal level being at about half the height of the tanks, at which height, the conduits, will be filled with water but this level may be varied according to variations in the metacentric height and radius of gyration of the vessel. Though this device, when in action, will dampen, or even eliminate rolling, and thus tend to lessen the transverse stresses on the hull in a heavy seaway, there will be times when it is desirable to choke the operation of the anti-rolling tanks; and other times, when it is desired to carry the utmost amount of dead-weight, when all of the compartments should be freed of water. Under these conditions, the increased strength contributed by my double hatch coamings and large tubular bottom flange, of the girder, will be very eflective, and in comparison with other water-balance systems, this device gives economy of space, material and expense. The form and construction of this bottom flange, may be varied in many ways, from a square section to the rectangular, or even triangular or cylindrical form, or by a combination of these. These girder-conduits may also be constructed of double plates andbars, extending down diagonally from the transverse coamings, or they may extend down almost vertically from the deck, with a strong bottom flange formed by the junction of the plates, and strengthened by channels, or other bars of suitable section. The connection of these girderconduits to the wing chambers may also be varied in several ways, while the conduit may have a camber or be horizontal extending transversely of the hull, and the number of the longitudinal brackets, or knees, from the girder-conduits to the deck, and forward and aft as far as the double hatch coamings, may vary from half-a-dozen to about a dozen, on either side of the girder, according to the dimensions of the structure.

The extra strength required to resist stresses set up by the force or pressure of free water, and the varying pressures due to fluctuations of head moving from side to side, will be largely contributed by my double tubular hatch coamings, one strongly secured to the deck and the other also to a deep and strong continuous longitudinal girder or deck-frame extending between the transverse bulkheads and bracketed thereto. Drainage pipes T, are fitted along the longitudinal brackets from the deck to the hollow conduit of the anti-rolling tanks to drain any sweat or water which might percolate through the perforated channels joining the upper margins of the tubular coamings. These pipes will serve as air pipes if the connecting chambers, or conduits, are not full of water, due to the water in the balance chambers being below normal. Any water from the hatches over the longitudinal coamings will be drained through perforations in the coaming channels, and in the decks within the base of the tubular coamings, into the upper wing ballast chambers adjoining the anti-rolling tanks; or in Very broad vessels, having narrow hatches, where the wing chambers extend almost vertically down from the decks and outside of the hatch-coamings, drain pipes will be led from the decks, within the base of the double hatch-coamings, into the anti-rolling tanks or into the conduits spanning the holds between opposite water-balance chambers. These tubular coamings will also serve to augment the head of water, with initial angular motion of large amplitude, by allowing the water to rise from the balance chambers up the tubular coamings a small height.

' All of these water chambers in the upper wings extend along the top-sides and beneath the decks from end to end of the holds, but not all of these chambers are adapted to serve as anti-rolling tanks, or-

balance-chambers. These are separated by transverse bulkheads, or partial bulkheads, between pairs of hatchways, their size and arrangement will depend largely upon the dimensions of hatchways and the spacing of transverse bulkheads, as well as on the weight and disposition of cargo to be carried, for a special trade. For a general trade they will, however, have an aggregate capacity for water equal to about one or two per cent. of the vessels displacement, and the capacity of the conduits may equal about half the capacity of water in the balance chambers. The remaining chambers, generally abreast of hatches, will serve as water ballast chambers when it is desired to raise the center of gravity of the vessel. The large, hollow conduits, of the transverse deck-girders may be discontinued at the fore and after ends of holds, and ordinary angle bar and plate flanges be substituted as the bottom flange of the girder conduits. The top flange is strengthened by heavy continuous angle bars spanning the holds between the chambers. Sluice valves are fitted at either ends of the conduits, or at their center, so that certain balancechambers may be shut off or opened into action at will, according to stowage of cargo, or disposition of weights carried; and the depth, or head of water, within the balance chambers or anti-rolling tanks, may be raised or lowered within considerable limits, to coincide with changes in the metacentric height and radius of gyration of the vessel. When the deck space between pairs of hatchways is of great length in a fore and aft direction, or when it is desired to lessen the number of units of the anti-rolling tanks, two, or more, transverse girders, with hollow conduits, may be constructed to connect opposite balancechambers, to give a sufliciently large and free water connection from side to side, as well as to strengthen the decks and sides. Air pipes may be fitted from the water ballast chambers and anti-rolling tanks in any convenient location, but, in general, the perforated decks within the tubular hatchcoamings will be found to be sutlicient to relieve the pressure of air. Besides forming a novel structural base for the support of large metal hatches, these double, tubular coamings add greatly to the strength of the decks, especially at, and near to the center of hull, and when the hatchways are close spaced, and this interval is commonly as small as three feet, they practically double the strength of the top-flange of the transverse deck-girder. The ballast chambers will usually be filled by the deck service water pipes, and the balance tanks will be run up to normal level by sluice valves or cocks on the partial bulkheads dividing the ballast chambers from the anti-rolling, or balance tanks. All of these chambers may be emptied through pipes leading into the lower ballast compartments, or into the bilges, and when preferred, they may be filled by a pony pump. These chambers can be entered from the ends of the vessel, through manholes in the bulkheads, or in the inner walls of the chambers.

I lo not wish to be limited as to details of construction, as these may be modified in many particulars without departing from the spirit of my invention.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a ship or vessel having water ballast chambers and anti-rolling tanks along the upper wings of holds, a plurality of transverse girders, beneath the decks, constructed with a large hollow, lower flange, joining and supporting the anti-rolling tanks and water ballast chambers, and forming a strong and watertight conduit or channel adapted for the conveyance of free water between said anti-rolling tanks substantially as and for the purpose set forth.

2. In a steel vessel, the combination of water ballast chambers and antirolling strengthening and securing said transverse girders to the decks, between the hatchways, substantially as and for the purpose specifled.

3. In a bulk cargo vessel, a combination of water ballast chambers and anti-rolling tanks, between said chambers, in the upper wings, with a plurality of transverse girders spanning the holds beneath the decks, having tubular bottom flanges, strengthening the decks and sides, and forming conduits between said anti-rolling tanks, on opposite sides of the hull, and secured thereto by bracket plates and bars substantially as set forth.

I. In a ship or vessel, a plurality of deep transverse plate girders with a top flange formed by heavy continuous angle bars secured to a metal deck, and a strong bottom flange of tubular form adapted for conveying water between the upper wing tanks located on opposite sides of the hull, bracket and knee plates, angle and channel bar stiffencrs substantially as set forth.

5.111 a bulk cargo vessel having close spaced hatchways and unobstructed cargo holds, the combination of horizontal transverse girders with top-flange secured to longitudinal deck frames supporting a single deck, strengthened by double hatch coamings and angle bars constituting the top flange of said transverse girder, with a tubular bottom flange, spanning the holds and connecting, free water, anti-rolling tanks located in both of the upper wings of the vessel, longitudinal and transverse brackets, knee plates and bars securing said elements together substantially as set forth.

6. A steel ship having a deck supported by longitudinal girders or deck-frames, the combination of deep transverse girders fastened beneath the deck, spanning the holds and secured to water chambers in the upper wings, with a bottom flange of tubular section and adapted to act as a free watertight connection between water balance-chambers located in the upper wings of the hull, bracket plates, knees and bars all substan tially as set forth.

7. In ship construction the combination of a plurality of water ballast chambers and anti-rolling tanks below the decks in the upper wings of the hull extending throughout the length of the holds, with cambered transverse girders having heavy angle bars fastened to the deck as the upper flange and further secured thereto by diagonal knee plates and bars extending fore and aft from said girders to the hatchways, strengthened by double hatch coamings; the bottom flange of girder of tubular section connecting the anti-rolling tanks in opposite upper wings of the hull; bracket plates and bars securing the bottom flange and web-plates of said transverse girder to the upper wing ballast chambers, all substantially as set forth.

8. A steel vessel having a plurality of transverse deck girders, with a tubular bottom flange, between pairs of hatchways, the combination of double, tubular hatch-coamings joined together by perforated channelbars at upper margins, and secured to continuous longitudinal deck-frames, over perforations in the decks, above the inward projections of water-ballast chambers and anti-rolling tanks, in a plurality of holds, transverse full, and partial bulkheads, knee plates and bars, sluice and throttle valves in connecting chambers substantially as set forth.

9. In a navigable vessel, the combination of longitudinal hatch coamings secured to a continuous deck frame between bulkheads, and joined at the apex by a channel bar to an outer coaming embracing the inward projections of water ballast chambers, located in the upper wings, and adapted to receive any leakage from hatches through th decks, deep transverse girders supporting the deck between hatchways, having a lower flange of tubular section spanning the holds and forming a water connection and strengthening element between opposite anti-rolling tanks, vertical and horizontal knee plates, brackets and bars substantially as set forth.

10. In a ship having steel decks, sides and bottom, the combination of water ballast chambers and anti-rolling tanks along the upper wings extending transversely from the longitudinal girders and double hatchcoaming on a concave line to the bottom of said chambers on both sides of the hull and which are joined together and supported by transverse deck-girders constructed with a hollow lower flange, oforming' a conduit across the holds between said anti-rolling tanks, secured and strengthened by angle and channel bars, bracket and knee plates substantially as set forth.

In testimony whereof I have hereunto set my hand in presence of two subscribing wit- \VM. REUTENER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

